May Road Asset Management Plan. CT Management Group. Prepared by. for the Bayside City Council

Transcription

1 May 2011 Road Asset Management Plan Prepared by CT Management Group for the Bayside City Council

2 DOCUMENT CONTROL CT Management Group PO Box 1374 GEELONG VIC 3220 Phone: (03) Web: Document: Road Asset Management Plan (R-AMP) Bayside City Council Project Manager: Peter Drummy Author: Jim Henshelwood Date: December 2010 Synopsis: Services Asset Management Plan for Bayside City Council s road network, in accordance with the International Infrastructure Management Manual guidelines. CONSULTANTS DISTRIBUTION SCHEDULE Version No. Date Distribution Reference Version 2 23 May 2011 Councillor Briefing Meeting 31 May V2 23/05/2011 SCHEDULE OF ADOPTION Version No. Date Comment Authority Reference Version 3 14 June 2011 Presented to Council for endorsement Version 3 14 June 2011 Endorsed by Council ITEM Disclaimer: This document may be of assistance to you but CT Management Group Pty Ltd do not guarantee that the document is without flaw of any kind and therefore disclaims all liability for any errors, loss or other consequence which may arise from you relying on any information in this publication. It should be noted that information provided in this document may change at short notice. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 2 of 57

3 Table of Contents 1.0 EXECUTIVE SUMMARY PURPOSE OF THE PLAN ASSET DESCRIPTION ASSET FUNCTION & LEVELS OF SERVICE FUTURE DEMAND LIFE CYCLE MANAGEMENT STRATEGIC FINANCIAL MANAGEMENT ASSET MANAGEMENT IMPROVEMENTS INTRODUCTION SCOPE AND PURPOSE OF THE PLAN KEY STAKEHOLDERS LEGISLATION ASSET FUNCTION & LEVELS OF SERVICE ROAD NETWORK FUNCTIONAL HIERARCHY LEVELS OF SERVICE Target Community Levels of Service Road Network Stakeholder Consultation Stakeholder Expectations Adopted Levels of Service TECHNICAL LEVELS OF SERVICE Design Standards Maintenance Function Service Levels ASSETS NOT MAINTAINED BY COUNCIL SERVICE LEVEL REVIEW FUTURE DEMAND DEMAND FORECASTS Population Growth Demographic Changes CHANGES IN TECHNOLOGY IMPACT OF CLIMATE CHANGE DEMAND MANAGEMENT PLAN LIFE-CYCLE MANAGEMENT PLAN GENERAL ASSET INFORMATION Physical Parameters Useful Lives Asset Components Asset Capacity & Performance Asset Condition Risk Management Asset Data Storage Systems Organisational Responsibility for Management of Road Assets ROUTINE MAINTENANCE PLAN Maintenance Arrangements Road Management Plan Inspections Inspection Recording RENEWAL PLAN Renewal Standards Renewal Strategy ASSET CREATION & UPGRADE PLAN Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 3 of 57

4 5.5 ASSET DISPOSAL PLAN STRATEGIC FINANCIAL MANAGEMENT CURRENT FINANCIAL POSITION MOLONEY RENEWAL FINANCIAL MODELLING PREDICTED CAPITAL EXPENDITURE 20 YEAR PROJECTION Predicted Renewal Expenditure Roads and K&C Predicted Renewal Expenditure Pathways Predicted Renewal Expenditure Lanes & Car parks FUNDING CAPACITY FUNDING STRATEGY KEY ASSUMPTIONS IN FINANCIAL FORECASTS ASSET MANAGEMENT IMPROVEMENTS MONITORING & REVIEW Audit of Road Maintenance & Management Plans Review of Road Asset Management Plan KEY ISSUES AM IMPROVEMENT PLAN REFERENCES APPENDIX 1 INDICATIVE CAPITAL RENEWAL FUNDING REQUIREMENTS APPENDIX 2 10-YEAR MAINTENANCE FUNDING REQUIREMENTS APPENDIX 3 POTENTIAL RISK FROM CLIMATE CHANGE Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 4 of 57

5 List of Figures Figure 1: Forecast Dwellings in City of Bayside (two forecast models), 2006 to 2026 Figure 1: Forecast Dwellings in City of Bayside (two forecast models), 2006 to 2026 Figure 2: Chart showing proportion of the Road Network by Replacement Value Figure 3: Chart showing Age of Road Network Figure 4: Chart showing Road Network Component Condition Figure 5: Chart showing Road Pavement & Kerbing Condition Figure 6: Chart showing Footpath Condition Figure 7: Chart showing Car Park Condition Figure 8: Chart showing Laneway Condition Figure 9: Predicted Renewal Split by Major Component of the Urban Roads Group Figure 10 Predicted Overall Condition Change Based on LTFP.45 Figure 11: Predicted Renewal Split by Major Component of the Pathway Asset Group Figure 12: Predicted Renewal Split by Major Component of the Lanes & Car Parks Group List of Tables Table 1: Summary of road asset components... 6 Table 2: Capital Renewal & New/Upgrade Budget Allocations / Table 3: Key Stakeholders Table 4: Legislative Requirements Table 5: Road Hierarchy Categories Table 6: Pathway Hierarchy Categories Table 7: Asset Useful Lives Table 8: SMEC PCI Interpretation Table 9: Past 5 Years Roads Maintenance Budgets Table 10: Capital Renewal & New/Upgrade Budget Allocations / Table 11: Intervention Levels Used in Moloney Financial Modelling Table 12: AM Improvement Plan Action List Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 5 of 57

6 1.0 Executive Summary 1.1 Purpose of the Plan This Asset Management Plan (AMP) has been prepared in accordance with Council s Asset Management Procedures Manual This Road Asset Management Plan covers the road network asset group that includes road pavements, footpaths, kerb & channel, bridges, laneways and car parks. It is generally referred to as the Road Asset Management Plan (R-AMP). It sets out how the road asset group will be managed in Bayside City Council. The Road Management Plan (RM Plan) is the statutory plan under the Road management Act 2004, that establishes service standards for the road management functions of Council. The plan is based on policy and operational objectives and sets out the relevant standards in relation to the discharge of duties in the performance of those road management functions. The R-AMP complements the RM Plan. These two Plans are key elements of Council s strategic road management planning. The R-AMP is a means of outlining the key elements involved in managing the road network assets to those people who need to understand the detail. It combines management, financial, engineering and technical practices to ensure that the level of service required by user groups is provided at a sustainable long term cost to the community, within the limits of any fiscal constraints that may be imposed by Council or legislation. 1.2 Asset Description The scope and value of the assets covered by this Plan are identified in the following summary table taken from Council s Roads Asset Register. Table 1: Summary of road asset components Asset Component Grouping Lifecycle (years) Length (kms) Asset Quantity Average Annual renewal Cost Total Asset Group Renewal Cost Road Pavements ,739,332 m 2 $830,873 $166,174,778 Asphalt Seals ,739,332 m 2 $1,680,900 $44,543,872 Laneways ,332 m 2 $86,048 $6,023,382 Car Parks No 351,559 m 2 $327,369 $13,913,199 Total Pavement & Seals $2,925,190 $230,655,231 Kerb & Channel ,868 m $888,634 $66,647,550 Pathways ,228,356 m 2 $953,198 $57,191,895 Bridges No. $23,130 $2,313,020 Total Road Asset Components $4,790,161 $356,807,696 Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 6 of 57

7 However there are other assets within the road reserve that have not been included in the above costs but are nevertheless an integral part of the road network. These include Bus Shelters, Road Signs, Street Lighting (non standard), Street Furniture and Guard Rails. They have been listed in the improvement plan as asset classes which require further work. 1.3 Asset Function & Levels of Service This R-AMP lists the hierarchy of roads as applied to road pavements, kerb & channel and bridges. Hierarchy takes into account function, types of users and user numbers. The hierarchy classification is used to assist in prioritising works programme. The hierarchy is as set out in Council s Road Management Plan. Bayside City Council has determined the standard to which it will construct, inspect, maintain and repair roadways, pathways, road infrastructure and road related infrastructure. Details of the adopted Levels of Service are provided in the Road Management Plan and its Appendices: Appendix 1- Asset Defect Intervention level Appendix 2 Asset Inspection Frequency Appendix 3 Road Condition Rating frequency Appendix 4 List of Major Pathways In developing these levels of service, Bayside City Council has considered community expectations, current service levels, the level of risk imposed and available resources. The current maintenance service levels being delivered are based on reflecting the balance between customer expectations and financial affordability. 1.4 Future Demand Bayside has a relatively stable population level but is influenced by the process of urban consolidation. However Council s road network will not materially change in length or layout given the constraints of the existing urban settlement. However increasing levels of car ownership is causing growing traffic volumes and this together with significant increases in bicycle use means that the existing network will have to be used in the most efficient and effective manner possible. To meet these ongoing goals local area traffic management (LATM) studies and investigations into the location and phasing of traffic signals and other LATM treatments will need to be undertaken. There will also be a need at some future stage for provision of additional car parking, more specifically multi-storied car parking facilities. There are currently no significant demographic changes taking place within Bayside that place future demand on the road network. It is evident that the population is ageing in Bayside which is likely to put pressure on provision of community and recreational services and facilities commensurate with that age group rather than having significant impacts on the road network. Technology changes that relate to the road management will allow alternative materials to be considered in the maintenance and replacement of asset road assets in the future. There will also be changes to asset management technology, in particular the monitoring and data collection roles. These upgrades in technology may require consideration of modifications to the published service levels as and when appropriate. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 7 of 57

8 A report Infrastructure and Climate Change Risk Assessment for Victoria was prepared by the CSIRO for the Victorian Government in The report raises issues relating to infrastructure that may well be at risk due to climate change. Increased frequency and intensity of extreme rainfall, wind and lightning events is likely to cause significant damage to roads and urban facilities. Roads and facilities close to the coast are particularly at risk when storm surges are combined with sea level rise. The Victorian Coastal strategy 2008 advises that local authorities should plan for a sea level rise of 0.8 m by Also an inland flooding study 2010 by the Queensland Government recommends that local government adopt a climate change factor for increased rainfall intensity of 5% per degree of predicted temperature rise. From a Council infrastructure perspective, where alterations, upgrading, renewal or replacement of elements of structures and even new roads, pathways, bridges and drainage structures are proposed, a preliminary risk assessment needs to be undertaken as to the potential impact of climate change. To enable council to give consideration to elements of its road and pathway network assets that may be at risk a checklist (appendix 3) is provided to undertake this preliminary risk assessment. If a potentially high risk is identified, a more detailed risk assessment is required. Where any element, or the structure overall, is at risk suitable response or remedial measures need to be investigated and implemented. In any instance where a demand requirement impacts affordability for road network upgrades or new works, non-capital based solutions may be considered. Non-asset based solutions may involve adoption of a lower level of service and subsequent acceptance of increased insurance costs and liability. Given the constraints of Councils long term financial plan the only realistic opportunity for Council to provide major upgrades and car parks will be via public private partnerships and developer contributions. 1.5 Life Cycle Management Life-cycle management covers key data relating to each component within the road asset. This includes physical parameters (quantities, estimated useful lives, and replacement values), any risk issues specific to this asset group, data storage systems (information and data management), the maintenance regime, renewal/replacement, asset creation & upgrade and disposal plans. The various sections within the life-cycle management plan provide information that assists in the development of long-term strategic funding needs to enable the assets to function at the required level of service. Routine inspections as well as periodic structural condition assessments facilitate the development of ongoing maintenance and renewal works programs that in turn feed into Council s Long-Term Financial Plan. 1.6 Strategic Financial Management This section presents a forecast financial summary for the next 10 years based on identified assumptions, trends and budgeted capital and maintenance expenditure figures averaged over recent years. It is anticipated that the financial summary will be reviewed annually and continue to be refined as planning studies, strategies and increased (more accurate) financial analysis are completed. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 8 of 57

9 The Moloney Financial Modelling process is used by Council to determine its strategic funding needs for asset renewals. Section 6 provides graphs of the future needs for the various road asset components arising from modelling. Appendix 1 shows the 10-year predicted capital renewal funding requirements derived from Moloney Modelling. That modelling incorporates Council asset data and, using generic asset deterioration curves, models the consumption or deterioration of the asset. When assets are upgraded or new ones created, the consequential impact on maintenance and operations budgets are ascertained as part of the life-cycle costing process. Allowance must be made for these additional consequential costs otherwise levels of service to the other assets will decrease due to the need to fund the new or upgraded asset components. The annual funding allocations for capital works renewals and new/upgrade works based on 2010/11 budget are: Table 2: Capital Renewal & New/Upgrade Budget Allocations /11 Asset Category Renewal New/Upgrade Annual maintenance Roads $1,404,844 $134,000 $809,390 Footpaths/Cycleway $2,185,000 $299,000 $679,048 Kerb and Channel $750,860 $0 $197,136 Car Parks $225,000 $170,000 $0 Laneways $165,456 $0 $0 Bridges $100,000 $0 $0 TOTAL $4,831,160 $603,000 $1,685,574 Predicted Renewal Expenditure Roads and K&C The following figures covers sealed pavements, asphalt surfaces and kerb & channel and demonstrates the renewal funding requirements for the retention of selected asset components of urban roads for the next 20 years. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 9 of 57

10 Figure 1: Chart showing Predicted Annual Renewal The average annual Renewal demand over 20 years is $2.8 million/annum with a current peak of $3.09 million in 2010/11. At the time of modelling, May 2009, Bayside was spending an average of $2.13 million leaving an annual funding gap of around $930k. Budget for 2010/11 for this group is $2.155 million. The Long-Term Financial Plan aims to address this gap by Predicted Renewal Expenditure Pathways This group covers pathways made from concrete, brick-pavers, sealed, granitic sand or gravel. The average annual Renewal demand over 20 years is $2.44 million/annum with a peak requirement of $2.86 million in 2014/15. Based on 2010/11 modelling, Council was spending an average of $1.95 million leaving a funding gap of around $490k. Budget for 2010/11 for this group is $2.185 million. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 10 of 57

11 Predicted Renewal Expenditure Laneways & Car Parks This covers lane ways and car parks. The average annual Renewal demand over 20 years is $316k /annum with a current peak of $524k in 2010/11. Based on 2010/11 modelling, Council was spending an average of $50k leaving a funding gap of around $474k per annum. Budget for 2010/11 for this group is $390k. 1.7 Asset Management Improvements The R-AMP uses levels of services & intervention levels that t have remained relatively unchanged in recent years. However the service and intervention levels are reviewed annually to consider consultation and any significant changes in legislation and technology. In particular the results of the Annual Local Government Satisfaction Survey Local Roads and Footpaths are used to evaluate performance and review standards. Future community consultation processes may well bring about further changes. It is intended that the Asset Management Plan and its component Asset Group Parts be updated periodically to reflect changes to management of Council s Infrastructure assets. It is to be a living document that should always reflect as closely as practicable actual practices used in managing the various assets. Only in this way will Council be best able to ascertain the long term financial needs for these assets. During the process of developing the R-AMP a number of issues arose that require addressing. These are listed in the Table of Improvement Actions in Section 7.3. In summary, the key issues are Issue 1: Preparation of detailed 5 year capital works plans. Issue 2: Understanding the varying Renewal Funding Gaps. Issue 3: Understand community expectations and review Levels of Service. Issue 4: Improving the existing data information and management systems, ensuring adequate interfacing to maximize their effectiveness & benefit for long-term asset management and financial planning. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 11 of 57

12 2.0 Introduction 2.1 Scope and Purpose of the Plan The network of public roads, including footpaths, is infrastructure provided to the community to facilitate a safe, convenient and defined means for transporting people & goods around and through the municipal area that is the City of Bayside. This type of infrastructure represents a significant investment by the community and is vital to its health and well-being. Along with Council owned buildings, the road & footpath network constitutes the most expensive of the infrastructure assets maintained by the Council for the community. The scope of the Road Asset Management Plan covers roads and streets, including footpaths/pathways, kerb & channel, bridges and car parks. The R-AMP is a means of outlining the key elements involved in managing the road network asset to those people who need to understand the detail. It combines management, financial, engineering and technical practices to ensure that the level of service required by user groups is provided at the lowest long term cost to the community within the limits of any fiscal constraints that may be imposed by Council. However there are other assets within the road reserve that have not been included in the above costs but are nevertheless an integral part of the road network and may be included as an improvement action for the future. These include: Bus Shelters Road Signs Street Lighting Street Furniture Guard Rails Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 12 of 57

13 2.2 Key Stakeholders Assets controlled by local government authorities are utilised by a broad cross-section of the community. It is therefore critical that assets are maintained based on need and fit for purpose. The best person to judge whether an asset is fit for purpose is likely to be the user of the asset hence asset users are key stakeholders of this Plan. Stakeholders identified in this plan are the stakeholders that are likely to be consulted when it comes to the time that Council will be seeking input in relation to determination of Levels of Service and intervention levels. Stakeholders in relation to road assets have been divided into two parts - internal and external stakeholders. Broadly, the following stakeholders have been identified as relevant in relation to the management of Bayside s road infrastructure: Table 3: Key Stakeholders Stakeholder Group Internal Stakeholders Elected Council Executive Management Team Manager Asset Management Manager City Works and Maintenance team Finance Manager Information services manager Risk manager Internal auditors Role or Involvement Custodian of the asset. Council sets the strategic direction as per the Council Plan and approves resources through the annual budget process. To ensure that Asset Management policy and strategy is being implemented as adopted, and to ensure that long-term financial needs to sustain the assets for the services they deliver are advised to council for its strategic & financial planning processes. As the designated Strategic Custodian of Council s road assets, responsible for the overall management of the assets from planning, design, maintenance and monitoring and updating the plan and ensuring its outcomes are realised to achieve the levels of service being required from utilisation of the assets; To ensure provision of the required/agreed level of maintenance services and renewal for asset components; To ensure that adequate financial information is provided to Council and to the services and property asset managers to facilitate sound management of the assets To ensure that the relevant IT systems are functioning and that any data within the systems is secure and its integrity is not compromised. To ensure that risk management practices are conducted as per Council policy and assist operations managers with advice on risk issues. To ensure that appropriate policy practices are carried out and to advise and assist on improvements Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 13 of 57

14 Stakeholder Group External Stakeholders Community Users Pathway Users Users of a range of miscellaneous small & lightweight vehicles Residents & businesses Motorised Vehicle users Commercial & Industrial producers Emergency services Traffic/Transportation Managers Maintenance contractors (External) VicRoads Utility agencies Suppliers of goods and services State & Federal Government Departments Council s Insurer. Role or Involvement Uses of road network assets (roads, paths, bridges, etc) including motorists and cyclists. It includes tourists and visitors to the area. Those who have a need for access as pedestrians (including the very young), those with disabilities, and the elderly with somewhat limited mobility) and who have differing needs to motorists and cyclists Includes users such as pedal cyclists, motorised buggies, wheel chairs, prams, etc. where consideration has to be given to access requirements (ramps, etc) Those who reside, work or have involvement with property adjoining the public road reserve. Those who use vehicles such as trucks, buses, commercial vehicles, cars and motor cyclists. Those requiring access along transport routes for business including Agriculture, Dairy industry, Manufacturing, and the Service Industry Includes Police, Fire, Ambulance, SES for access For the management of traffic flow through the area To ensure provision of the required/agreed level of maintenance services for asset components; Responsible road authority for State Roads. Must approve of LATM treatments and intersection treatments with Local Roads. Also determine overall network principles and advise on State legislation and guidelines Those utility service providers sharing use of the road reserve (water, sewerage, gas, electricity, telecommunications); Need to be aware of and notify management of impacts that may enhance or impede their ability to provide key services Periodic provision of support funding to assist with management of the network. Insurance and risk management issues. Advice with respect to public liability and Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 14 of 57

15 2.3 Legislation Legislation, particularly State Government legislation sets out requirements which must be met when framing and implementing the Road Asset Management Plan. A list of the major legislative acts applicable is set out below. Table 4: Legislative Requirements Legislation Requirement Impact on AMP Local Government Act 1989 Road Management Act 2004 and associated Regulations and Codes of Practice Road Management Act Regulations Transport Act 1983 Road Safety Act 1986 Road Safety Regulations 2009 Bayside Local Law No. 3 Streets and Roads Sets out role, purpose, responsibilities and powers of local governments including the preparation of a long term financial plan supported by asset management plans for sustainable service delivery. Purpose is to establish a coordinated management system for public roads that will promote safe and efficient State and local public road networks and the responsible use of road reserves for other legitimate purposes, such as the provision of utility services. Defines the responsible authorities for all roads within the state. It makes Council the controlling authority for Public Local Roads, Boundary Roads and parts of Declared Roads within the municipal area and it is therefore responsible for managing the infrastructure assets within them. Sets out rules and regulations for the implementation of the Road Management Act Sets up structure for the provision and regulation of public and commercial transport Safety requirements relating to the use and operation of the road network. Sets out regulations for implementing the Road Safety Act Has Council laws relating to use of road reserves it is responsible for. Requires that AMP s be prepared to provide basis for long Term financial Plan. Sets out structure for Road Management Plan for maintenance phase of whole of life planning Council must ensure that if a road is required for public traffic, it is kept open for public use, and may carry out work on the road. The Council is not obliged to do any specific work on the road and in particular is not obliged to carry out any surface or drainage work on an unmade road. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 15 of 57

16 3.0 Asset Function & Levels of Service 3.1 Road Network Functional Hierarchy Roads within the City of Bayside are classified in a hierarchical system in the Road Management Plan Road Register ranging from roads with high traffic flow and volumes, to roads with a low traffic volume and local access function. Bridges and kerb & channel assume the same hierarchy as the roads upon which they are located as they share the same traffic. Road hierarchies are one of the parameters used to determine the relative priorities of various projects for renewal and upgrade in future capital works programs. Table 5: Road Hierarchy Categories Road Category Arterial (Maximum traffic 35,000 vpd) Secondary Arterial (Maximum traffic 14,000 vpd) Limited Arterial (Maximum traffic 11,000 vpd) Collector Road or Street (Maximum traffic 9,000 vpd) Local Street (Maximum traffic 7,000 vpd) Lane (Maximum traffic 300 vpd) Function & Responsibility Arterial roads are the principal routes for the movement of goods and people. They are designed to take into consideration abutting land uses. VicRoads is responsible for the management and funding of the VicRoads controlled arterial roads. Council is responsible for service roads and footpaths on VicRoads controlled arterial roads as they are considered to be for the use of local residents. Council can apply for road safety funding under various VicRoads funding categories, e.g. bike, if the funding criteria are met. It can advocate for road improvement works to VicRoads and the State Government. Secondary Arterial roads primarily provide a linkage between significant residential, industrial and commercial nodes and/or the declared road network. These roads have an identifiable origin and destination. (e.g. suburbs, industrial areas or places of significance) Council is responsible for the management and funding of Secondary Arterial roads. Limited Arterial Roads supplement the Arterial roads, but their traffic volumes have largely stabilised and may fall due to attractiveness of alternate routes, Council is responsible for service roads and footpaths on VicRoads controlled arterial roads as they are considered to be for use by local residents. Collector roads collect traffic from local streets and distribute it to arterial roads. They provide access to abutting properties. Council is responsible for the management and funding of Collector Roads. A road, Street or Court that that primarily provides direct access for abutting residential, industrial and commercial properties to their associated nodes. Council is responsible for the management and funding of access places Access lanes provide access to the side or rear of property. Council is responsible for the management and funding of access lanes when they are included in the Road Management Plan Road Register. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 16 of 57

17 Pathways include constructed footpaths adjacent to the road. Bayside s pathways have been classified into two categories generally according to the level of use of the path. Table 6: Pathway Hierarchy Categories Pathway Category Function & Responsibility Major Generally high traffic areas adjoining Bayside s shopping precincts, frontages to schools, preschools, maternal and child health centres, Council facilities and the foreshore shared path adjacent to Beach Road and The Esplanade. The major pathways are listed in the Road Management Plan. Minor Pathways in road reserves in all other areas not described above. 3.2 Levels of Service Levels of service standards provide the basis for the life cycle management strategies and works programs identified within the R-AMP. To determine the levels of service a clear understanding of the community s needs, expectations and preferences is required. Bayside City Council has determined the standard to which it will construct, inspect, maintain and repair roadways, pathways, road infrastructure and road related infrastructure. These standards are documented in the L drive and are available on Councils website. Council will conduct annual consultation with respect to the R-AMP, Road management plan and associated design and construction standards. This consultation will aim to: Inform users of the level of service to be offered; Focus the Council on the delivery of the required levels of service; Measure the effectiveness of the R-AMP; Identify the costs and benefits of the services offered; and Enable the community to assess suitability, affordability and equity of services offered. The target levels of service for roads aim to reflect current industry standards and are based on stakeholder consultation, Community Plan outcomes, Council Plan goals and priorities and legislative requirements. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 17 of 57

18 3.2.1 Target Community Levels of Service Road Network Key Performance Indicator Level of Service Performance Measure Target Performance Current Performance Actions to meet performance target Service Quality Community satisfaction with local roads & footpaths Annual Victorian Local Government Community Satisfaction Survey Increase the level of satisfaction rating 60 (Adequate - an acceptable standard) As per Services Asset Management Plan Road Safety Reduction in the number of injury vehicle crashes on the local road network VicRoads Crash Statistics Reduction in the 5 year annual average recorded injury crashes Not Available Review of annual Crash Reports Responsiveness Council's response to various community raised issues ranging from calls about problems, response to and repair of problems, handling correspondence and service applications (a) Provision of a 24 hour, 7 day per week call-out service to attend to issues; (b) acknowledge receipt of correspondence within 5 working days; (c) substantive response to correspondence within 10 days 95% of the time (a) Service is available (b) TBD (c) TBD (a) TBD (b) TBD (c) TBD (a) Nil (b) TBD (c) TBD Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 18 of 57

19 3.2.2 Community Consultation Each year Council in conjunction with the Department of Planning undertakes a broad survey of community satisfaction with key service areas. The community satisfaction rating for local roads and footpaths improved from 59% in 2007 to 60% in 2008 and 59% in Whilst the results of the 2009 Local government Community Consultation Survey reveal that the community are relatively satisfied with Councils performance with respect to the provision and maintenance of local roads and footpaths, there are also clear opportunities for improvement. In response to suggestions for improvement approximately 25% of respondents suggested better, more even surfacing of footpaths. This compares with only 9% of respondents suggesting an improvement in road surfacing. Further analysis of community feedback reveals that asphalt footpath in the Brighton area are the greatest source of footpath related complaints. More detailed service level expectations for roads can be sourced locally by feedback from the community, drivers, pedestrians, cyclists and operational staff and more generally from Government and other representative organisations such as VicRoads. This is an ongoing process Community Expectations Stakeholder expectations relating to roads may vary depending on the location, nature and use of the particular road. The adopted Levels of Service applicable to roads are documented in Council s Road Management Plan. These service levels have been the subject of community consultation process Adopted Levels of Service Bayside City Council has determined the standard to which it will construct, inspect, maintain and repair roadways, pathways, road infrastructure and road related infrastructure. Details of the adopted Levels of Service are provided in the Road Management Plan: Appendix 1- Asset Defect Intervention level Appendix 2 Asset Inspection Frequency Appendix 3 Road Condition Rating frequency Appendix 4 List of Major Pathways In developing these levels of service, Bayside City Council has considered community expectations, current service levels, the level of risk imposed and available resources. The current maintenance service levels being delivered are seen as being an appropriate balance between customer expectations and financial affordability. The individual Life Cycle Management Plans for each asset classification within the R-AMP also include any specific levels of service adopted for that component of the road network. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 19 of 57

20 3.3 Technical Levels of Service Design Standards Standards have been established for the design and construction of road infrastructure and are documented in the Bayside City Council Standard Drawings which can be accessed on Councils web site and the intranet. When appropriate, standards adopted by other relevant authorities such as VicRoads are also utilised Maintenance Function Service Levels Levels of Service, including inspection frequencies, repair intervention levels and response times have been established. These components include: Bridges and major culverts Municipal roads Laneways Kerb and channel Footpaths Car parks Signs and Street Furniture Routine maintenance Standards are documented in the Specification for the Infrastructure Services Maintenance Contract. A copy of this specification is available from Council s City Works Department. It is envisaged that the levels of service will be reviewed regularly as more accurate data becomes available and customer expectations and resource allocations are reassessed. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 20 of 57

21 3.4 Assets not maintained by Council The R-AMP only covers assets that are owned or managed by Council. Road related assets that are not covered under the R-AMP include: 1. Declared Arterial Roads (VicRoads) 2. Shared Roads those that may define boundaries with other municipalities. In most cases the adjoining municipalities are responsible for managing half of the road, depending on the boundary alignment. In many cases it is preferable for one of the abutting municipalities to undertake maintenance for a shared road, with the costs being appropriately shared. These are: Head Street, foreshore to St Kilda Street, (Port Phillip City Council) Thomas Street, North Road to Nepean Highway, (Glen Eira City Council) Charman Road, foreshore to railway line, (Kingston City Council) 3. Bridges/Major Culverts/Overpasses - There are 20 road and footbridges in Bayside that are the responsibility of other authorities. These authorities include Melbourne Water, VicRoads and VicTrack. Responsibility for these structures is defined by the Road Management Act (2004). The list of the bridges maintained by Council is set out below. New Street road bridge Brickwood Street foot bridge Cochrane Street road bridge Asling Street road bridge Head Street footbridge. 4. Service Authority Utility Infrastructure - commonly includes: water supply pipes and fittings sewerage pipes and manholes telecommunications cables, pits and structures electricity distribution wires, poles and structures gas supply pipes and fittings. 5. Tram Lines - The only one in Bayside is the one in Hawthorn Road, which is an Arterial Road for which VicRoads is the responsible Road Authority. 6. Rail crossings and associated structures (bridges) are maintained by VicTrack in accordance with the road rail Safety Interface Agreement. 7. Assets & land owned, managed and maintained by other Road and Service Utility Authorities and includes Crown Land. This includes: Service Authority temporary reinstatements to the road and pathways and other road reserve assets, and/or permanent restatements prior to Council certification. Crown and Service Authority land/easements for example, Department of Sustainability and Environment (DSE), Melbourne Water unless specified in the Road Register. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 21 of 57

22 8. Street Furniture Non-council infrastructure in the road reserve includes: VicRoads signage and signal hardware Department of Infrastructure bus shelters Private direction and advertising signs Street lighting 9. Street lighting (Standard) maintenance of all utility timber and concrete power poles is the responsibility of power companies. However Council is responsible for the cost of operating the street lighting service on local road reserves and contributes to the cost of lighting on arterial roads. 10. Vehicle crossovers & driveways for that portion of a vehicle crossing, other than the footpath, located between the carriageway and the property boundary is the responsibility of the adjoining property owner to maintain. 11. Nature strips & infill areas within urban areas which are those residual areas between the edge of the road or back of the kerb and the property boundary not occupied by the pathway and private road crossings. These are generally grass nature strips with responsibility for maintenance of the grass and any depressions generally being left to the adjoining property owner. However, under common law, Council as the land owner has an overall responsibility to ensure a minimum level of public safety. 12. Single property stormwater drains that are constructed within the road reserve from the property boundary to a discharge outlet in the kerb or into the drain are the responsibility of the owner of the property being served to maintain. 13. Nature Strip landscaping works within the road reserve that are not in accordance with any Council policy on such landscaping or have a potential of causing obstruction or injury/damage to pedestrian or traffic movement, Private roads driveways, laneways and car parks (Common Property) associated with private ownership. 14. Car Parks constructed or unconstructed areas that are generally used for car parking purpose that are not in the list of car parks on the Register of Public Roads. Regardless of its maintenance obligations, Council has a duty of care and will as far as practicable notify the relevant utility or authority where a defect has been identified. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 22 of 57

23 3.5 Service Level Review The objective of the service level review process is to gain a better understanding of the needs and expectations of existing and future users over time. This will allow the better definition of meaningful levels of service and performance measures. The review process should be repeated on a 3 to 5 year cycle to ensure that knowledge of community needs and expectations remains current in the light of changing environmental, financial, political, social and technical factors. Addressing changing customer needs and expectations, are an integral part of Council s overall continuous improvement program. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 23 of 57

24 4.0 Future Demand This section considers the impact of expected growth and consequent demand on Bayside s local road network. Some of these trends will inevitably impact the need for certain services and should therefore influence Council s service. 4.1 Demand Forecasts Population Growth Bayside has a relatively stable population level but is influenced by the process of urban consolidation. In percentage terms, the fastest growing suburbs will be Highett (average annual growth rate of 1%), Hampton East and Cheltenham (average annual growth rates of 0.6% each). A graph showing the forecast increase of dwellings in Bayside is shown below. However Councils road network will not materially change in length or layout given the constraints of the existing urban settlement. Figure 1: Forecast Dwellings in City of Bayside (two forecast models), 2006 to ,000 45,000 44,000 43,000 42,000 41,000 40,000 39,000 38,000 37,000 36,000 VIF2008 (State Govt) Forecast.id (Council) 44,827 41,986 Source: Department of Planning and Community Development, 2010, Victoria in Future 2008; i.d. consulting, City of Bayside Population Forecasts, 2010 Increasing levels of car ownership is causing growing traffic volumes and this together with significant increases in bicycle use means that the existing network will have to be used in the most efficient and effective manner possible. To meet these ongoing goals local area traffic management studies and investigations into the location and phasing of traffic signals and other LATM treatments will need to be undertaken. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 24 of 57

25 4.1.2 Demographic Changes There are currently no significant demographic changes taking place within Bayside that place future demand on the road network. It is evident that the population is ageing in Bayside which is likely to put pressure on provision of community and recreational services and facilities commensurate with that age group rather than having significant impacts on the road network. The State Government planning guidelines Melbourne 2030 and the Victorian Transport Plan recommend upgrading and developing the Principal Public Transport Network (PPTN) to connect activity centres. The following roads in Bayside are on the PPTN: Rusden Street existing bus route New Street (to South Road) predominantly existing bus route (top section from Rusden is a proposed bus route) Bay street (from New Street to Asling Street) existing bus route Durrant Street, Brighton existing bus route Hampton Street (between Cluden and Centre Road) existing bus route Centre Road existing bus route South Road predominantly existing bus route (part between The Avenue and New Street is a proposed bus route Bay Road existing bus route Nepean Highway predominantly existing bus route (part between Rusden Street & Martin street and between Bay Street and Dendy Street is a proposed bus route) St Kilda Street/Beach Road (to Bay Road) potential bus route. The rationale behind allowing higher density development along tram routes and along the PPTN is similar to the rationale behind increasing densities in activity centres. These are locations with good public transport access to activity centres and the jobs, services and facilities within these centres. The intention is that these key linear transport corridors develop into medium density corridors that connect all the activity centres, and provide easy access to high quality public transport for people from the adjacent suburbs. By focusing development in activity centres and along these, the majority of Melbourne s residential areas can remain as they are, with development limited to low-rise residential infill development. However there are issues with this approach that need to be considered and addressed: Many of these public transport corridors are also busy motor vehicle roads and the associated noise and air pollution presents health and amenity implications for residential intensification. The public transport corridors need to be attractive and safe environments for pedestrians and bike riders. This means active street frontages, vehicle access provided from side streets or rear laneways and modification of streets to favour rapid public transport, bicycle and pedestrians over motor vehicles. Clear principals around the transition and overlooking conditions in relation to the properties running along the back boundaries of the designated sites need to be established. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 25 of 57

26 Taking these issues into account, the following criteria have been used to assess whether roads on the PPTN (including tram routes) are considered appropriate for higher density development. To be considered appropriate, the road must: Offer attractive public transport options (i.e. PPTN) to Principal, Major or Neighbourhood Activity Centres. Not be along preferred traffic routes as identified in VicRoads Operating Plans (these roads prioritise motor vehicles over other forms of traffic) Provide good access ( m) to public open space and recreational areas. Using this criteria, the following roads were appropriate for increased housing development: Hawthorn Road Tram route 64 Rusden Street New Street (to South Road) Bay Street (from New Street to Asling Street) Centre Road Bay Road Strategic Redevelopment Sites These sites provide the opportunity for large infill development that has good public transport access to Principal and major Activity Centres. The following sites met the criteria for Strategic Redevelopment Sites outlined above: Nepean Highway & North Road, Brighton Beach Road &Georgiana Street, Sandringham Nepean Highway & Milroy street, Brighton East South Road & Esplanade Avenue and around Milano s CSIRO site, Highett Mixed Use Zone (MUZ) at corner of Bay Road & George Street, Sandringham MUZ to the west of Bay Road Heathland Reserve on the south side of Bay Road, Sandringham MUZ Bay Road & Noyes Street, Highett MUZ Bay Road and Cloyne Street, Highett Urban Development Program sites Reasons for development on PPTN routes Limiting development to PPTN routes that have been designated as priority bus/tram routes means that it will be possible to deliver high amenity environments for the new residents, pedestrians and cyclists, which is one of the critical components of an effective public transport corridor development strategy. Development is evenly distributed throughout the municipality, in well defined locations. This means the majority of the residential areas of Bayside can experience limited change. Infrastructure Contributions Infrastructure contributions are to be collected from developers by the implementation of the following objectives through the Bayside Planning Scheme and other Council initiatives: Preparation of a development contribution plan for Bayside based on renewal of Councils roads, drains and community facilities. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 26 of 57

27 Collection of an appropriate public open space levy under Clause of the planning scheme to fund provision of and improvements to open space to meet the needs of the community. 4.2 Changes in Technology Technology changes that relate to the asset product will allow alternative materials to be considered in the maintenance and replacement of asset segments in the future. There will also be changes to asset management technology, in particular the monitoring and data collection roles. These upgrades in technology may require consideration of modifications to the published service levels as and when appropriate. Council is currently using and trialling recycled materials. 4.3 Impact of Climate Change A report Infrastructure and Climate Change Risk Assessment for Victoria was prepared by the CSIRO for the Victorian Government in The report raises issues relating to infrastructure that may well be at risk due to climate change. Increased frequency and intensity of extreme rainfall, wind and lightning events is likely to cause significant damage to roads and urban facilities. Roads and facilities close to the coast are particularly at risk when storm surges are combined with sea level rise. The Victorian Coastal strategy 2008 advises that local authorities should plan for a sea level rise of 0.8 m by Also an inland flooding study 2010 by the Queensland Government recommends that local government adopt a climate change factor for increased rainfall intensity of 5% per degree of predicted temperature rise. From a Council infrastructure perspective, where alterations, upgrading, renewal or replacement of elements of structures and even new roads, pathways, bridges and drainage structures are proposed, a preliminary risk assessment needs to be undertaken as to the potential impact of climate change. To enable council to give consideration to elements of its road and pathway network assets that may be at risk a checklist (appendix 3) is provided to undertake this preliminary risk assessment. If a potentially high risk is identified, a more detailed risk assessment is required. Where any element, or the structure overall, is at risk suitable response or remedial measures need to be investigated and implemented. 4.4 Demand Management Plan Technological change will be monitored to establish when changes occur that may bring benefits to council. Monitoring can be by way of media coverage, industry journals, workshops and conferences. Any changes to maintenance regimes will need to be scrutinised as to any impacts on the current maintenance contract arrangements. Climate change issues will be monitored for risk by the use of the checklist in appendix 3. In any instance where a demand requirement impacts affordability for road network upgrades or new works non-asset based solutions will be considered. Non-asset based solutions may involve adoption of a lower level of service and subsequent acceptance of increased insurance costs and liability. Road Asset Management Plan May 2011.DOCX- V3-14/06/2011 Page 27 of 57